Airship



Jam. 21, 1930. GA, BESS 1,744,257

AIRSHIP Filed Nov. 5, i928 Attorney i 605mm.

Patented 'Jan. 21; 1930 PATENT OFFICE GUSTAVUS'A. BESS, OF SEATTLE, WASHINGTON AIRSHIP Application flle d November 5, 1928. Serial No. 317,164.

My present invention relates to improvements in air ships of the helicopter type, and preferably embodied in a heavier than air machine of the monoplane model.

In carrying out my invention I provide a novel construction of propeller and novel combinations and arrangements of control means for the propulsion and lifting mechanisms of the ship, and the helicopter construction is utilized in lifting and propelling the ship according to the well known method of operating this type of heavier than air machines or air ships.

By the utilization and embodiment of my invention, means are provided whereby the helicopter propeller is rendered especially effective in the performance of its lifting functions so that the ship may with facility be launched, or its take-01f accomplished from a comparatively small field, and whereby ,either a regular field or an emergency field may be used in a restricted area for landing in safety.

The invention'consists in cert tin novel combinations and arrangements of parts as will hereinafter be more fully set forth and claimed. In the accompanying drawings I have illustrated one complete example of the physical embodiment of my invention wherein the parts are combined and arranged in a monoplane according to the best mode I have thus far devised for the practical application of the principles of my invention.

Figure 1 is a view in side elevation of a monoplane type of heavier than air machine equipped with the helicopter propeller of my invention, with the fuselage or body of the ship partly broken away to disclose the control means for the helicopter.

Figure 2 is a top plan view of the forward partof the ship showing the propeller.

Figure 3 is a sectional detail view at line 33 of Figure 2 showing also the brake mechanism.

Figure 4 is an enlarged detail sectional view of the propeller at line 4-4 of Figure 2.

In order that the general assembly, utility, and relation of parts may readily be understood I have illustrated a ship having the well known type of fuselage or body F which 0 At the ends of the lower spoke are arranged two lower disks, as 4 and 5, and above these disks are arranged complementary, circular blades 6 and 7, all rigid with their spokes 2 and 3 and the propeller is of course designed to rotate with the hub as a center.

Each of the upper circular blades 6 and 7 is provided with a semicircular hood as 8, which as shown in Figure 2, are located at opposite sides of the diametrical line of the propeller, and in Figure 1 it will be seen that the respective blades 6 and 7 on their upper faces and on their lower faces, decline from the inner curved wall 9 of the hood portion 8, thus adapting the rotary propeller for a screw or spiral action in lifting and propelling the ship.

Beneath the hoods, the blades 6 and 7 are fashioned with slots 10 extending parallel with the spokes, and as shown, located at opposite sides of the spokes, and it will be apparent that as the propeller revolves, air currents will be caused to pass beneath the hoods, through the slots, and thence the air currents pass down and over the rounded upper faces 11 of the blades 4 and 5. As the propeller is turning or revolving, these air currents by impinging against and then glidin off the rounded aces of the blades or dis s 4 and 5, cause, or tend to create a vacuum above the propeller, with resulting suction, and consequent lifting or forward movement of the propeller and ship.

The lower disks and the upper blades of the propeller, and the hoods and upper blades are joined and reinforced by the use of vertical posts as 12, and suitable struts or diagonal braces 13 are utilized for rigidly holding the several parts together, and against dis lacement.

he propeller is keyed at 14 on the power shaft 15 that is journaled in suitable bearings 16 and rises from the fuselage and through the stabilizing plane P.

At its lower end, the power shaft is connected by a bevel gear couple 17 with the angularly disposed motor shaft 18 that is driyen from the motor to operate the proe er. p In combination with the driving mechanism I utilize a clutch 19 and a brake 20 for effecting the rotation of the propeller and for retarding or stopping its rotation, the clutch being'thrown into gear when the brake is released, and thebrake being engaged when the clutch is disengaged, through the action or manipulation of a control lever 21 that is readily accessible to the aviator in the cockpit.

The pivoted control lever is coupled to the clutch mechanism on the motor shaft by linkage as 22, and the linkage 23 couples the lever at the other side of its pivot with the brake on the power shaft or propeller shaft 15. The linkage 23 includes a pivot 24, having a suitable support, and the linkage as shown in Figure 3 is connected with the slide disk 25 on the propeller shaft that may be moved into frictional contact with the face of the stationary disk 26 keyed on the propeller shaft and revolvable therewith.

By shifting the lever 21 forward, in Figure 1, it will be apparent that the engaged clutch may be disengaged, and simultaneously the disengaged brake will be engaged for control of the ship in maneuvering the latter. It will be understood that changes and al-' terations in various parts of the exemplified structure may be made and are contemplated, within the scope of my appended claims, without departing from the principles of my invention.

Having thus fully described my invention, I

what I claim as new and desire to secure by Letters Patent is 1. In a helicopter, the combination with a propeller shaft, of a keyed hub having upper 

